Transmission



G. O. JON ES TRANSMISSION Feb. 4, 1936.

Filed J'uly -l4, 1953 6 Sheets-Sheet 2 gwuwnto't 620/265 Jamisdwoz mit' 1935 6 Sheets-Sheet 3 Feb. 4, 15936. G. o. JONES TRANSMISSION Filed July 14,

G. O. JONES TRANSMISSION Feb. 4, 1936.

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Feb. 4, 1936.

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TRANSMISSION Filed July 14, 1935 6 Sheets-Sheet 5 650/265 QJo/vss Feb. 4, 1936.

G. o. JONES 2,029,661

TRANSMISSION Filed July 14, 1933 6 Sheets-Sheet 6 2go- Pl l -Patented Feb. 4, 1936 -6 l UNITED 'STATES PATENT GFF'ICE 2,029,661 TRANSMISSION George 0. Jones, Ludowici, Ga. Application July 14, 1933, Serial No. 680,451 molaims. (CLM-336.5)

My invention relates to a speed changing mech- 1n order to make my invention more clearly anism and is particularly designed for changing understood, I have shown in the accompanying the speed of a dnven shaft with respect to a drawings means for carrying the same into pracdriving shaft. tical effect, without limitingthe improvements It is of particular utility in automotive conin their :useful applications to the particular 5 structlons, but is applicable elsewhere. The vaconstructions, which, for ihe purpose of eX- riation in speed between the drive and driven planaton, have been made the Subject of illustrashaft may be automatically controlled or mantionually controlled. In the drawings:

In the usual gear shifting mechanisms where Figure 1 is arrside elevation of my transmis-` 10 in the drive is shifted to gears of different ratlos sion with the control devices Shown operable from to vary the speed between the drive vand driven the driVerS Seat Of the eari Shafts, there are inherent disadvantages. Fig- 2 iS 2 top plan View of my device, peri? of Among those disadvantages are danger of strip- Jthe Controls being broken away.

ping the gears, deterioration of parts, and quite Fig.l 3 is a view in longitudinal Vertical Sec- 15 important, the necessary factor of the skill of tion taken through 'the aXiS of rotation of 13110v the operator. This last is of moment since even drive and propeller Shaftswith the best made gears, if the clutch is shifted Fig. 4 is a Sectional view taken on the line 4-4- at the wrong time, or the relative speeds of the of Figure 3,5. looking in the direction 0f 'the gears are not proper, injury can occur to the TOWS. 2 mechanism. Fig. 5 is a sectional vier.' on the line 5 -5 of One of the objects of my invention is to pro- Figure 3, looking in the direction of the SHOWS- vide a speed change device which isv neat and Fig- 6 iS 8- SeCiJionei View *faken on the line 5 5 compact, light in weight with few operating parts, of Figure 3, looking in the direction 0f the, 9J'- and in which repair and replacement are easily rows. 25 effected. Fig. |'I is a sectional view along the line 1-1 Another object is to permit of the use of high of Figure 6, looking in the direction of .the arspeed high compression engines without the dif- IOWS- iiculty in shifting of gears, and to provide a sim- Fig. 8 is a. detailed sectional view taken along ple compact mechanism which will give for use the line 3 8 of Figure 6,1ooking in the direction 3o with such engines a relatively large number of of the arrows.

speed changes between drive and driven shafts. Fig. 9 is a view, partly sectional and partly in A further object of my invention is to provide top plan, or the details ofthe mechanism taken such a device which may be either automatically generally alone the lines-# see Figure 3) lookor manually controlled. ng in the ,iig-@Mn f 1e-rows. 35

A further object is to provide a clutch mech- Fig. 10 is a detailed et. taken along the line anism which is neat, compact and eiiicient, in Illl0 of Figure 6, looking in the direction of which the parts are totally encased to prevent the arrows. injury or nefiiciency through dirt, oil or grease- Fig. 11 is a detailed sectional view taken along A further object of my invention is to proline II-Il of Figure 10, looking in the direction 40 vide a dash control mechanism which will -perof the arrows, l

mit the device, when set for automatic opera- Fig, 12 1S @detailed view, partly 1n Section. tion, to be controlled as to its variable factors Showing the reverse idler gears.

and which Will also Permit et least a part. or the Fig. 13 is a sectional view taken along the line whole of the' operation, to be shifted from the n-IS of Figure 12, looking inthe direction/of 45 automatic to manual operation. the arrows. v l

With these and other objects in view; which Fig. 141s e. detailed sectional view snowing the may be incident to my improvements, the inven- Acletent mechanism for the reverse and sub low tion consists in the parts and combinations to be button.

hereinafter set forth and claimed, -with the uri- Referringlto the drawings, and with'partieular 50 derstanding that the several necessary. elements reference to Figures 1 and 2,1 have shown a. mocomprising myv invention may be varied iny contor I having a flywheel casing 2. Bolted by bolts struction, proportions 4and arrangement, with- 3 to the flywheel casing 2 is a variable speed transout departing from the spirit and scope QI the mission casingl.

45 5 appended' claims. Y The variable speed transmission casing .I is 55 4 whose other end is pivoted at bolted by bolts 5 to a governor casing 6. The governor casing 6 is bolted by means of bolts 1 to a forward half 8 of universal connection casing 9, whose latter half II is connected by bolts I2 to the forward half 6. The rear half I I of the universal housing 9 has a tubular extension I3 in which a. rear section of a propeller shaft is housed.

There are pivoted to a stub shaft I4 on the side of the transmission casing 4 a brake pedal I5 and a clutch pedal I6. The clutch pedal is provided with a downwardly extending section I1 provided with a loop I8 into which fits one end of a spring I9, whose other end is supported at 2I either on the-flywheel housing 2 or on the transmission housing 4.

The clutch pedal is provided with a substantially horizontally extending arm 22 provided with an aperture 23. In the aperture 23 is adapted to fit a short arm 24 (see Figure 6) of a bell crank lever 25 which is pivoted at 26 on a pivot memlber that is supported on a support 21. The support 21 may be attached to or integrally formed with the transmission housing 4. The bell crank lever 25 is provided with a long arm 28 to whose upper end at 29 is pivoted a control link 3|, 32 to upstanding supports 33 (see Figure 8) on a bar 34. Attached to the bar 34 are bolts 35 which are adapted to be reciprocated by movement of the clutch pedal through the train of mechanism just described. The clutch pedal when depressed against the tension of the spring I9 will move the arm 22 upwardly, which moves upwardly the arm 24 of the bell crank lever 25; this in turn causes the arm 28 of the bell crank 25 to exert a push on the link 3i, which will move the bar 34 to cause the bolts 35 to be moved upwardly further from the interior of the transmission casing 4.

This clutch pedal I6 is pushed downwardly against the tension spring I9, which tends to return the parts to their original position. The outward movement of the bolts 35,-as Will be later explained, releases all of the automatic control mechanism and permits the vehicle to coast or permits of the operation of gear in accordance to be described.

From an inspection of Figures 1 and 3 it will bc noted that there is a. shaft 36 which extends exteriorly of the transmission casing 4. This shaft 36 extends into the interior of the casing 4 and controls the reverse and sub low gearing and also aids in the automatic operation.l The shaft 36 is splined to an operating lever 31 to which is pivoted at 38 one end of a Bowden wire construction 39 which extends through a Bowden wire casing 4I and thence to a road 42 that is controlled by a button 42' mounted on the dash. The mechanism for the button 42' is shown in detail in Figure 14. The rod 42 is provided with plunger members 43 having annular grooves or depressions 44 between them. The rod 42 is journalled at one end in a casing 45 provided with an annular flange 46 which is adapted to t against the sheet metal 41 of the dashboard of the vehicle, or some other suitable mounting. A flanged clamping nut 48 holds the casing member 45 in place on the dash when screw-threaded info position, as indicated in Figure 14. The casing 45 is provided with an upstanding tubular 'member 49 in which is adapted to travel a ball 5I'. The ball 5I is pressed by spring 52 against the surface of the members 43. Anut 53 holds the spring 52 in tension against the ball 5I. The rod 42 is the low gear or reverse with control mechanism later journalled into a screw threaded cap 54 which is screw-threaded into an aperture provided in the supporting casing 45. As before stated, the rod 42 is attached to the Bowden wire 39.

The mechanism just described provides for the button 42 to be yieldingly held in any one of three positions. The button 42 can be pushed into the dashboard to its fullest extent, at which time the ball 5I will rest in an annular aperture 44 at the right and yieldingly hold the rod 42 in this position. Or the rod 42 may occupy ther position shown in Figure 14, in which case the button 42 holds it in the position indicated. Likewise the rod 42 may be pulled further outwardly from the dash, in which case the ball 5I will rest in the aperture 44 at the lett of the drawing, Figure 14.

Attachedto pivot 38 on arm 31 is a spring 55 whose other end is attached to a support 56 which may be on they flange of the transmission housing 4. 'I'his spring 56 tends to pull on the wire 39, and hence on the rod 42, until at least one of the grooves 44 engages with the bali 5I. The spring thus insures that the rod 42 will occupy such position that the ball 5I will rest in one oi' the annular grooves 44 formed on the enlarged sections 43 oi' the rod 42. This means that the shaft 36 willnormally occupy any one of three positions, depending upon the manipulation of the operator. The three positions of the shaft will determine (l) that the automatic gear shift is in operation, or 2) that the sub low gearing is in operation, or (3) that the reverse gearing is in operation. The details of this construction and operation will be later described.

The brake pedal I5 has pivoted at 51 a link 58 provided with a lost motion slot 59 which is adapted to engage a lug 6I that is carried by the arm 31. This lost motion linkage is so arranged that when the vehicle is being driven through the automatic transmission mechanism, application o1' the brake will move the shaft 36 sufiiciently to declutch the governor. This will be later described.

There is also shown in Figure 1 a control button 62 mounted on the dash. 'I'he construction is similar to that for the control button 42 previously described. The control button 62 is ton 42'. The rod 63 travels through a casing 64, similar to the casing 45, in which is adapted to reciprocate rod 42. The casing 64 has a yielding stop mechanism similar to that in the casing 45,

with the exception that there is but one annular groove on the enlarged section of the rod 63 (not shown). This groove is adapted to hold the control button 62 in outward position. The rod 63 is attached to Bowden wire 65 (see Figure 6) which travels in a sheath 66. The Bowden wire 65 is attached through a nut 61 to a plunger 68 which operates within an aperture in a portion 69 of the casing 4. '1.he plunger 63 is provided with a head 1I. Above the head 1I is a compression spring 12 which lies within an aperture 13 formed in the portion 69 ofthe casing 4. The compression spring 12 tends to press the head 1I in the downward position.

mounted on a rod 63 similar to rod 42 for control but- In Figure 6 I have shown the plunger 68 in the raised position, into which position it is moved by reason o1' a pull of the operator on Bowden wire 65 through the handle 62. The device may be held in the position shown in Figure 6 by the yielding holding means in the casing 64, which, as has been stated,I is similar to the means already causes the drive shaft 4ist , high gear clutch.

described in detail in connection with the casing 45. On pushing on the button 82 the rod 88 is pushed inwardly, which pushes onA the Bowden rod and disengages the yielding holding means in casing 84, thus permitting the spring 12 to push the plunger 58 into a downward position which will hold the vehicle 'in any selected gear, as will be later more fully described.

The casing 4| for the Bowden wire 88 is suitably mounted as indicated at 14 on the transmission casing 4. The casing 68 for the Bowden wire 55 has its lower end supported on a support 'i5 which is suitably mounted on the transmission casing 4.

i Mounted on the dash is a hand wheel 11 which is adapted to operate a Bowden wire 18 (see Figure 3) which travels in a sheath 18. The Bowden wire 18 at its lower end is splined to a shaft 8| which is mounted in a support member 82 (see Figure 3), which is suitably attached at the base of the casing 4. The shaft 8| has an enlarged portion 88 vwhich carries a worm 84. 'I'his worm 84 when rotated through turning the hand wheel 11 will control the setting of the governor mechanism, i. e. the tension of the governor spring, so that the automatic shift from onefgear ratio to another can be determined by the operatorof the car to a large extent at will and in view of the exigencies oi the situation.

The details of this will be later described.

The construction which permits of the automatic shifting of gears will now be described. The motor, which is mounted in the casing I, has a crank shaft 85 whichis provided with a flange 86 to which .is bolted. hymeans of bolts 81, a plate88 whichforms part of the flywheel. A drive shaft 88 may be integrally formed with the plate 88. This construction is very sturdy and 88 to be practically a continuation of the crank shaft 85.

, The annular plate ferential annular member 82 which forms the periphery of the flywheel. Mounted on the inner face of the plate 88 is a clutch facing of some proper material 88. On the other side of the flywheel opposite the plate 88 is another plate 84 which is also provided with a clutch facing 85. The annular perlpheraimember 82 and the plate 84 may be integrally formed.

The annular peripheral member 82 carries starting gear teeth for operationby a starting motor (not shown), as indicated at 86. The plate 84 is provided with an extension 81 which may be-suitably attached. to the plate 84, or integrally formed therewith, which carries an interior ball race. Adapted to run in the ball race are balls 88. An-exterlor ball race 88 that is carried by the flywheel casing 2 permitstheflywheel Ato'rotate on balls 88, thus forming anti-friction .bearings for the flywheel. v

' Mounted within the interior of the ywhcel are two sets of nested clutches. A low gear clutch |8| is nested within the next highest gear clutch 'Ihe next nestedset of clutches comprises a clutch |88 which gives a little-higher gear ratio to the propeller shaft than clutch |82; a clutch |84 of the next higher gear ratio, and aclutch |85 of the next higher gear ratio. This last is the NeQned inside of clutch m is a clutch I851which is the clutch that controls the as well as vthe sub lsw gear, and the reverse-gear, scribed, Any desiredv numberof clutches and hence gear ratios made beused within the limits of mechanical design.'

88 is attached to a circum.

right, with the parts Figure 3, to bring the aswill be later de- Adapted to be driven by the drive shaft 88 is a propeller shaft |81. Propeller shaft |81 is journalled on a thrust bearing construction |88, as indicated in Figure 3, 7, and 9. The bearing construction |88 is within the governor housing 6. At its other end the shaft |81 is journalled in a ball bearing support construction |88 (see Figure 3 particularly), which is carried by the wall of the flywheel casing 2.

Clutch members |8|, |82, |83, |84, and-|85 are adapted to be carried on nested hollow shafts i i, H2, H8, H4, and H5, respectively. Shafts lil,

|22, |23, |24, and |25, respectively.

These gears |.2|, |22, |23, |24, and |25 constantly mesh respectively with gears |28, |21, |28, |28, and |38, which are keyed-to the propeller shaft |81.

Each of the hollow shafts to ||5, inclusive, is adapted for reciprocating movement in the direction of length of the drive shaft 89 so that the various clutch members |8| to |85, inclusive, may be thrown into engagement with the adjacent clutch facings on the interior of the plates 88 and 84 of the flywheel. The clutch members |8| to |85. inclusive, are so made that between the part of the clutch that engages clutch faces on the interior of the plates of the flywheel and the hollow shafts that support the clutch members, there is sufficient spring in the metal of the clutch members to permit proper engagement to properly carry the load and yet provide sufficient spring to prevent undue strain on the parts. v With the parts in the position shown in Figure 3, only clutch |85, which is the one that controls the governor, sub low and the reverse gear is in clutching engagement within the flywheel, and the other clutches are shown spaced from thc` clutch faces 88 and 85 on the interior of the flywheel. These clutches may be moved, however,

. into clutching engagement by being reciprocated.

Clutches |8| to |82 are reciprocated to the left as the parts are shown in Figure 3 to engage clutch facing 88. Clutches |83, |84, and |85 are shifted to the right to engage clutch face 85.

To move the clutches I have shown clutch finger mechanisms. These cutch finger mechanisms are adapted to bear against gears |2|, |22, E28, |24, and |25 to press against the gearsto shift the hollow shafts and hence the clutch members. Bearing against gears |2| and |22 are clutch fingers |8| and |32. are adapted to travel towards the left with the parts as shown in Figure 3, and to press the respective l clutch face 88 on the interior of the flywheel. v It. is to be understood that only one clutch is selected at any one time byrthe automatic mechanism and.

that the otherclitches are not in clutching relationship to the interior of the flywheel. Clutching fingers |88, |84,'and |35 arg adapted to bear against gears |28, |24, and |25 to move the hollow shafts on which these gears are .mounted to the in the position' shown in clutch faces |88, |84, and |85,.respectively, into engagement with the clutch face 85 on .the interior of the flywheel.

These clutch *fingers clutch members |8| and |82 against the As above Y noted the automatic mechanism will select Onlyf one linger to move a selected clutch member into engagement with the clutch face. y I The clutch fingers are keyed into each other as indicated in Figure 6, and the top clutch finger |85 is keyed into the interior of the transmis- -sion housing 4, as is dlcated in Figures 9 and 5.

4 aoaaeer.

This construction keeps the clutch fingers in the proper position.

It is apparent that by proper control of the movement of the clutch fingers any of the clutch members to |05 inclusive may be engaged with the clutch faces on the interior of the flywheel, and hence any of the fve gear ratios may be selected to operate the propeller shaft from the driveAshaft. It is of particular advantage that these gears are always in mesh, and that it is unnecessary to shift the gears in the ordinary sense to accomplish the desired change.

The mechanism for moving the clutch fingers to clutch a selected clutch member with a clutch face is accomplished through a cam mechanism which is controlled by a governor, The speed of rotation of the crank shaft, and hence the drive shaft, determines the position of the governor. At slow speeds for the drive shaft, the gear ratio will be low between the drive shaft and the propeller shaft. When the drive shaft is rotating at high speed the gear ratio between the drive shaft and propeller shaft will be high. This will permit of considerable economies in operation since any practical number of gear ratios can be incorporated in a device of this type.l Five gear ratios only are shown, but more could be illustrated and used practically. When the engine is running at high speed the gear ratio may be made very high between the drive shaft and the propeller shaft, and this overdrive will effect important economies in oil and gasoline.

The governor and cam mechanism for controlling the movement of the clutch fingers and hence construction of the gear ratios is simple and will now be described, (see particularly Figure 3).

Mounted on the propeller shaft |01 is a thrust bearing member |36 provided with ball races in which are adapted to travel balls |31 which are held in bali races provided in another thrust bearing member |38. Thrust bearing member |36 is keyed, as indicated at E39, to the propeller shaft |01, but the member |38 is adapted to rotate freely on shaft |01, and is provided with a collar |4| which nts into an annular aperture formed in the member |36. Slidabiy mounted on the propeller shaft |01 is a collar |42 which carries a pinion |43 that is adapted to mesh with a broad pinion |44 which is keyed to a hollow shaft |45. 'Ihe hollow shaft |45 carries at its other end the clutch member |06 which controls the governor, the sub-low and the reverse mechanisms, as will be described.

The broad pinion |44 is provided with a collar |46 which has therein an annular groove |41 into which fits a ring member |46 thatis provided with an attachment |49 which -has an annular aperture |50 therein provided with a teat 5| 'I'he shaft 36, which has been before referred to, and the exterior end of which is shown in Figure 1, is provided with an annular member |52 which has three teats on it; a teat |53, which can be called the reverse teat; teat |54, which can be called the governor teat; and a teat |55, which can be called the sub low teat.

With the parts in the position shown in Figure 3, the shaft 36 has been rotated so that the governor teat lies directly opposite and in contact with teat of member |49. With the parts in the position shown the gear |44, andv hence shaft |45, has been moved to the left so that the clutch member |06 is in' clutching engagement with clutch face 63 on the interior of the flywheel. This causes the hollow shaft to rotate with the flywheel, as also does the gear |44. The gear |44 is in meshing engagement with the pinion |43 which causes that pinion to rotate.

Mounted on the collar |42 are support members v|56 at whose extremities are pivoted at |51 ball supporting arms |58 carrying governor balls |59. The ball supporting arms |58 may have integrally formed with them lever fingers |6|. When the balls have been speeded up they will move outwardly, causing lever finger |6| to press on the thrust bearing member |38 to shove the collar |42, and hence gear |43, to the left, with the parts shown in the position in Figure 3.

There is a collar-like extension |62 carrying an annular groove |63 in which bear clutch fingers |64. Clutch fingers |64 are attached to a member which is pivoted at |65 to a cam shaft operating segment |66, (see Figure 7). 'Ihe cam shaft operating segmentl |66 is pivoted at |61 to a support |68 formed in the interior of the transmission casing, (see Figure 3). 'I'he cam shaft operating segment is provided with teeth |69 which are adapted to mesh with teeth |10 of pinion |1|, (see Figure 6) which may be integrally formed with an annular locking member |12.

The pinion |1| and the locking member |12 are keyed to a cam shaft |13 which carries a series of cams at its other end for operating the clutch shift fingers |35, |34, |33, |32, and |3|.

'I'he construction is readily apparent from. an inspection of Figures 10, 11, and 6. Each clutch finger mechanism is provided with an aperture |14 through which extends cam shaft |13. In eachaperture |14 is a teat |15. In Figure 10 the teat on the cam operating finger |35 can be seen. Tnet-eats on operating fingers |33 and |34 are directly below this. At the left of Figure 10 is seen the operating teat for finger |32. The teat for finger |3| is directly below this. The

cam members on cam shaft |13 for operating I' the operating fingers |3|, |32, |33, |34, and |35 I have designated |8|, |62, |83,` |84, and |85. The direction of rotation of the cam shaft |13 in going from low gear to high gear is indicated by the arrow in Figure 10.

Referring again to Figure 3 bearing against the collar `|62 which carries the gear |43 is a compression spring |68, which bears against a collar |81 that is mounted on the propeller shaft |01. The collar |81 is into which fits clutch fingers |89, (see Figure '7) carriedlby a yoke |90, which is pivoted at |9| (see Figure 3) on a support |82 formed on or attached to the interior transmission casing 4.

Yoke may be integrally formed with a segment |93 which carries worm gear teeth |94, that are adapted to engage with the worm 84 on member 83.

By rotating the hand wheel 11 on the dashboard of the car, Bowden wire 18 may be rotated to rotate the worm 64 and this, through contact with the worm teeth |94 on the segment I9|, causes the collar |81 to be shifted along the propeller shaft |01 to vary the tension of the cam shaft |13 in the direction of the arrows.

Depending upon the increased speed of the govprovided with a groove |88 rests in a groove formed in the selectively, and successively, shift to the left with the parts in the position shown in Figure 3 to successively engage clutch members |0| and |02 with the clutch face 93. Thereafter as the speed increases and the governor revolves faster cams |83, |84, and will come into contact with the teats |15 on cam fingers |33 and |38 and |35 to shift those fingers to the right, looking at the parts in position in Figure 3, to successively, and progressively, engage clutch members |03, lili, and |05 with the clutch facing 95 on the interior of the flywheel.

When the governor is at` top speed, Vhigh gear is in play, that is to say rotation of the drive shaft is being imparted through the 'flywheel to clutch member |05, to hollow shaft I|5, to gear |255, to gear |30, which rotates the propeller shaft |01 at high speed. When the propeller shaft is traveling at high speed balls |59 are swung outwardly to their maximum and travel against an annular friction member which is held in place by an annular holding member |06 which interior of the governor casing t. v

The annular friction member iiii also rests within a groove formed in the interior of the governor casing ii. Since the outward movement of the balls |53 is thus limited, the cam |35 will rest against teat |15 on cam nger |35, and the device will be automatically kept in high gear,

while the drive shaft is traveling at high speed.

When the speed of the drive shaft and hence the propeller shaft fails, such as when the engine is laboring on climbing hiils, or in similar circumstances, the governor balls will leave their maximum position of outward extension and, under the pressure of the governor spring |66 will tend to approach more nearly the propeller shaft itil which permits the collar |62 to move on the propeller shaft to the right, with the parts in the position shown in Figure 3, and through the same train of mechanism the gears are shifted downward as the speed falls until at the lowest operating speed of the drive shaft the lowest gear ratio is in action.

The operation of the plunger t2, for locking the mechanism in any desired gear ratio, to reciprocate the head 1| of the plunger has been described. The rotary member |12 (see Figure 6) is provided with apertures 200, one for each of the gear combinations above described. By pressing in the plunger 62 the transmission may be locked in any gear ratio which may be desirable under certain driving conditions.

It is advisable to keep a certain gear ratio in operation until the shift is made to another. In other words, there must not be a long hiatus between shifting from one gear ratio automatically to the next higher or lower gear ratio. To accomplish this I have provided (see Figure 6) in the extension 69 of the casing li an aperture 20| in which a ball 202 is adapted to reciprocate. There is a compression spring 203 in the aperture which presses the ball 202 outwardly. The ball 202v rides on the surface of the rotary member |12 of the cam shaft |13. The-rotary memberis provided with round depressions in which the ball 202 may be nested, (see Figure '1)' corresponding in position to the depressions 200. This spring pressed ball 202 tends to yieldingly hold the transmission in any one gear ratio, but does notvprevent the automatic control mechanism through the instrumentality of the governor from shifting to another gear ratio.` The function of the ball 202 is to hold,l a given gear ratio until the position shown in be accomplished.

the pressure built up is suilicient to quickly shift to another gear ratio, at which point the ball 202 will nest in another of the round apertures in the rotary members |12.

I will now describe the sub low and rever mechanism. The 'sub low and reverse mechanisms are thrown into action through rotation of the shaft 36,` which is controlled as before set forth by the sub low and reverse shift button 62' on the dash.

As previously explained, with the shaft 3ft in Figure 3, the teat |5`| on member |49 is directly opposite the automatic teat |54 of the cam |52 which is adapted to turn with the shaft 36. In this position through the operation of the governor automatic shifting may In this position there is no contact between a gear 204, which is adapted for reciprocating movement on and is splined to hollow shaft |45, and a big sub low gear 206 which is keyed to the propeller shaft |011. Let us aS- sume, however, that the shift button d2' is moved to rock the shaft .tt in a counter-clockwise man.- ner, looking at the parts in the position in which they are shown in Figure 3. Keyed to the shaft Sii are operating arms itl which carry clutchA fingers 2t@ that engage in an annular groove 2t@ in a collar 2| i', which may be integrally formed with the gear 2M (see also Figure l2) By rotating the shaft :it counter-clockwise, looking at the parts in the position shown in Figure 3, the sub-low teat |55 of the cam |52 will contact the teat |5| of the member itt. This throws clutch member |06 into clutch face t3 on the interior of the flywheel. Because of the rotation of the shaft 35 and of the train of connections just described between it and the gear 204i, the gear 206i is thrown into mesh with the sub low gear 20G. When this takes place, the car can be driven in sub low, will stay in sub low, and is not subject to the action of the automatic gear shifting mechanism as long as the .shaft 36 is kept in the just described angular position. To use the sub low, the clutch pedal it should be depressed to release the action of the automatic mechanism, a function which has not yet been described, but which will be described. When the clutch pedal it is depressed, the clutch members |0| to |05, inclusive, are no longer under control of the gov-l ernor, as will be later explained. In the same manner when the reverse gear is thrown into function, which will now be described, it is necesthe clutch member |06 is inengagement with the y clutch face 93 of the flywheel. The gear 204| has been shifted to the right, looking at the parts from the position shown'in Figure 3, so that the gear 204 meshes with a reverse idler gear 2|2 (see Figure 12) which, through a collar 2|3 rotates a reverse gear 2H. The collar 2|3, the reverse idlgr gear 2|2, and reverse gear 2M are supported on a stub shaft 2|5 mounted on supports 2|6 formed on the wall of the casing 4. The reverse gear 2|4 is in mesh with the big sub low gear 206, but, ofcourse, rotates this gear in reversedirection from that in which it is rotated v when it is in mesh with the small sub low gear 204. This gives the reverse motion of the cai-,

By shifting quickly from sub car may be rocked when it is embedded in sand or bog to release it from its embedded position. This is oi' some considerable utility in certain emergencies.

When the brake pedal I5 is pushed downwardly when the transmission is in automatic operation, in other words. with teat |54 positioned as shown in Figure 3, the lost motion linkage indicated at 5| in Figure 2 38 will be rocked sumciently in a counter-clockwise direction, looking at the parts from the position of Figure 3, that teat |5| will no longer be in contact with teat |54, but teat |5| will occupy a position between governor teat |54 and sub low teat |55. In this position hollow shaft will not be pressed to the left to cause clutching low to reverse, the

engagement between clutch member |||6 and clutch face 93, and the automatic operation of the transmission will no longer function. This is of some considerable advantage in properly braking the vehicle.

I have spoken of throwing the automatic operation of the transmission out of function when the sub low gear or the reverse gear is in operation. I do this by releasing the cam shaft |13 at its top to permit it to freely move, so that the cams |8| to |85 will not bear with suillcient force on the teats |15 of the cam fingers |3| to |35, inclusive, to shift the cam fingers laterally to throw into operative engagement the clutch members to |05, inclusive, with the clutch faces on the interior of the ywheel. 'I'he mounting of the cam shaft |13 is such as to permit considerable play at its upper end without harm to the mechanism.

'I'he bell crank lever 25 (see Figure 6) can be rocked on its pivot 25 to pull on the rod 3| to reciprocate bolts 35. The bolts 35 (see Figure 8) carry wedge-like cam members 2|1. 'I'he bolts 35 pass through apertures formed in a compartment 2|3 formed on the .transmission casing 4. Contacting the wedge-like cam members 2|1 are similar cam members 2|! attached to the walls of the compartment (see Figure 8). Bearing against the faces of the wedge members 2|1 are' plate members 22|. Against the plate members 22| are bowed compression springs 222 which are bolted at 223 to a journal block 224 in which the cam shaft |13 is journaled.

Let us assume that the clutch pedal is moved to reciprocate the bolts 35 inwardly. Wedge member 2|1 will slide along the complementa] wedge members 2|3 to move inwardly the plates 22| against the tension of the springs 222 to hold the Journal block 224 firmly centered in place so that the cams |3| to |35, inclusive, will function in shifting the cam fingers |3| to |35. inclusive, through contact of the cams with the teats |15 on the cam fingers. The position of theparts in which the bolts 35 are reciprocated inwardly to such a position as is shown in Figure l, is one in which the clutch pedal 5 has not been depressed. In this position `the spring I9 holds-the clutch pedal upwardly, and the journal block 224 for the upper end of the cam shaft |13 is held nrmly in position so, that the automatic operation of the on can function.

Now let us assume that the operator pushes 'down on clutch pedal I3 sothat the bolts 35 are reciprocated outwardly. This causes the wedge members 2|1 to slide by the wedge members 2|3 to relieve the 'tension von the springs 223 to permit the journal block 224 to be loose, and hence the upper end of the camshaft |13 canplayloosely is so constructed that the shaft l within certain limits. The apertures through which bolts 35 pass permit some lateral play of the bolts 35. 'I'he bolts 35 are also somewhat loosely mounted in the member 34 which permits movement of the wedge members 2| 1 toward and away from each other during reciprocation of the bolts 35, to permit the above indicated function.

It will be noted that the propeller shaft, because it occupies a position below the crank shaft, permits in the ordinary automotive structure a more direct line than is usual from the propeller shaft through the universal joint to the differential. This tends to relieve the strain on the spring and on the universal joint, and to increase their life and efliciency, while also giving a smoother and more even drive through the universal joint.

'I'he compact construction of the gear box causes saving of space. Grease or dirt cannot have access to the clutch mechanism, or dirt to the gear mechanism. The device permits development of full horse power of the engine in low gear, and also obviates the necessity of speeding the engine to the vibration point in order to obtain greater speed, for the load is equalized through different gears of different ratios that are always in mesh. Moreover, speed of the vehicle being operated may be increased without the necessity of materially increasing the revolutions of the motor. This latter feature tends to eliminate danger from overheating of the motor, and ma-` terially reduces consumption of fuel and oil.

The clutches are constructed in a very compact manner, yet there is suflcient spring tension from center to rim of each clutch to insure smooth and even pull under operating conditions. The shaft assembly with the nested shafts and the ttings provide easy means of lubrication of the shafts.

Since.\ the hollow shafts all rotate in the same direction there is a relatively small variation in speed between adjacent shafts. This tends to reduce friction and wear, because of the relatively small velocity of rotation change between adjacent gear shafts. The clutch linings have a long life since the clutch discs are turning at approximately the speed wanted when the shift from one disc to another is made.

'I'he governor construction in which the strain is taken on the operating parts when the governor is operating at maximum speed, saves undue wear on the control mechanism. By moving the button control near the drivers seat both back and forth, the manually operated gear can be shifted from low to reverse, and from reverse to low, and in this manner the car can be rocked to get out of sand and bog, needed.

It will be noted that the gearing can be so designed that there may be any desirable number of shifts, and the high gears can be made with a very high ratio to give an overdrive at high speeds that will conserve much fuel at such rates of travel, as well as saving wear on moving parts.

While I have shown and described the preferred embodiment of my invention, I wish it to be understood that I do not confine myself to the precise details of construction herein set forth, by way of illustration, as it is apparent that many changes and variations may be made therein, by those skilled in the art, without departing from the spirit of the invention, or exceeding the scope of the appended claims.

I claim: v

1. In a variable speed transmission, a source of power, a flywheel rotated by said source, opposed clutching areas on the ywheel, a plurality where such movements are Cil of clutching means adapted to clutch each clutching area, driven members operatively connected to each of the clutching means, and means to v `in the direction of extension of the axis of rotation of the member, and selective means to move one of said clutching means into contact with the clutching face.

3. In a variable speed transmission, a source of power, a rotating annular clutching member driven by said source and having a plurality of opposed clutching faces, clutching means of which a plurality are radially spaced andl adapted to engage one clutching face by movement in one direction and a plurality of which are radially spaced and adapted to engage the other clutching face by movement in the other direction.

4. In a variable speed transmission, a source of power, a iiywheel having two clutching surfaces driven by said source, a plurality ofclutching means movable in one direction parallel to the axis of rotation of the flywheel to engage one of the clutching surfaces, and a plurality of clutching means movable in an opposite direction along the same axis to engage the other clutching surface, and means to selectively control the movement of the clutching means.

5. In an automatic transmission, a drive shaft, mounted on the drive shaft a flywheel having opposed clutching areas, a propeller shaft below the crank shaft, a plurality of clutch means adapted to engage each of the clutching areas of the iiywheel, gears on the clutch means, gears on the propeller shaft constantly engaging the iirst named gears, and means to automatically select the proper means to clutch a portion oi the clutching area to insure proper gear ratio.

.6. In an automatic variable speed transmission, a vsource of power, a rotating annular clutching member driven by said source, a plurality of clutching means adapted to clutch said member, driven members operatively connected to each of the clutching means, means acting directly on the driven members to selectively move the clutching means into engagement 4with the clutching member, and a speed controlled governor controlling the last named means.

7. In an automatic variable speed transmission, a source of power, a ywheel rotated by said source, clutching areas on the flywheel, a plurality of clutching means adapted to clutch with the clutching areas, driven members operatively connected to each of the clutching means, a governor to determine which clutching means shall engage the clutching areas, and means controlling the setting of the governor.

8. In an automatic variable speed transmission, a source of power, a rotating annular clutching member driven by said-source, a plurality of clutching means ditferentially movable to engage such member, and a governor to selectively control the movement of a clutching means, and

means to regulate the governor from a remote point.

9. In an automatic variable speed transmission, a source of power, a rotating annular clutching member driven by said source, a plurality of clutching means at least one of which is movable in one direction to engage the member and at least one of which is movable in the opposite direction to engage the member, cam means to se- .llectively control the movement of the clutching of power, a clutching member having a plurality of opposed clutching faces, a plurality of clutching means, tubular nested connecting shafts each connected to a clutching means, gearing connected to the clutching shai't, a cam operating on the shafts to selectively clutch one o the clutching means and the member, and a speed controlled governor adapted to actuate the cam.

12. In a variable speed transmission, a source of power, a clutching member, a plurality ci nested clutching means, a plurality of tubular nested connecting shafts each connected to clutching means, gearing connected to the ccnnecting shafts, a multifaced cam operating on the shafts to selectively clutch any one of the clutching means to the member, and a speed controlled governor adapted to actuate the cam.

i3. In an automatic variable speed transmission, a source of power, a clutching member, a plurality oi nested clutching means, av plurality oi tubular nested connecting shats each connected to a clutching means, gearing connected to the connecting shafts, means to reciprocate a selected connecting shaft to selectively clutch one of the clutching means and the member, and a speed controlled governor to move said means to eiect the selection.

is. In an automatic variable speed transmission, a. source of power, arotating annular clutching member driven by said source, a plurality oi clutching means adapted to clutch different areas of said member, each of. said clutching means being connected to a gear which is in constant mesh with a gear upona driven member, cam means to selectively engage one of said clutching means with the clutch member, said cam means being operable by a speed control governor.

i5. In an automatic variable speed transmission, a source of power, a rotating annular clutching member driven by said source, a speed controlled governor, a plurality of clutching means adapted to clutch different areas of said member, y

each of said clutching means-being geared to a propeller shaft, cam means to selectively engage one of the clutching means with the clutch member and automatically operated by the speed controlled governor, and means to manually engage a clutching means and the clutch member.

i6. In a variable speed transmission, a source of power, a clutching member driven by said source, a plurality of clutching means adapted to be selectively and automatically engaged with the clutching member, a. speed controlled governor for effecting such selection and engagement, and means for locking any one of said clutching means inengagement with the clutching member. l,

1'7. In a variable speed transmission, a source of power, a clutching member driven by said powerpsource, a plurality )of gears adapted to be selectively driven by the clutching member, a drive shaft and extending through a plurality of speed controlled governor slidable longitudinally nested fingers, each oi' said lingers adapted to enon the drive shaft, a cam shaft actuated by the gage one ot the gears to cause the gears to be longitudinaldisplacement of the governor on the driven by the clutching member, and a plurality drive shaft, a plurality oi' cams mounted on the of cams on the cam shaft, each cam adapted to cam shaft, and a ilnger for each gear adapted to engage a linger. beengaged by oneof the cams to cause said gear 19. In a variable speed transmission, a source to be driven by the clutching member. of power, a clutching member driven by the 18. In a variable speed transmission, a source power source, a plurality of clutching means of power, a clutching member driven by said adapted to be selectively engaged by the clutchpower source, a plurality of gears adapted to be ing member, cam means for eil'ecting such selecselectively driven by the clutching member, a tion, said cam means being mounted upon a cam speed controlled governor splined longitudinally shaft, a bearing for the cam shaft adjacent the on the drive shaft, and adapted to be longitucam means, and means for relieving the bearing dinally displaced according to the speed oi' the of suppoit to thereby render the cam means indrive shaft, a cam shaft actuated by the loneil'ective. gitudinal displacement oi the governor on the GEORGE O. JONES. 

